Regulator for brake rigging



W. H. SAUVAGE REGULATOR FOR BRAKE RIGGING Feb, 12, 1935.

' origina; Filed om. 14, 1926 I N V EN TOR.

A- ToRNEx//J mm Q mw QN oFFlcE y REGULATOR Foa kBRAKE*RIGGING.

William H. Sauvage, New

by mesnev assignments, provements Corporation, New York, corporationfofDelaware october 14, 192s, serial No- Original application.

141,574. Divided and 1929, Serial No. 369,81

39 Claims.

This invention relates to improvements in regulators and moreparticularly to a-combined manualand lautomatic regulator. for thebrakerigging of lrailway vehicles,. the same being a division of myco-pending application, Ser. No;

141,574, filed October 14, 1926, resulting inPatent,1,738,485,.-December 3, 1929.

vAs is wellknown to those familiar with the prior art relating to theregulation of -brake rigging for the purpose of establishing eitherpractically` or J theoretically the desired predetermined; pistontravel, as well as the proper brake shoel'clearance, mechanicalautomatic slack adjusters for the most part have been exceedingly`unsatisfactoryv and unreliablev in actual commercial use, due primarilytothe fact that as variaf emergency application, such will .causeavariawtion in'fthe actuation of the slack; adjusterV device.' Thus, forexample, anemergency application in which theair brake pistonrod isdriven out with great force and speed,r exerting a tre, mendousApressure on the brake shoes, not'only w will take upzall excess travelat the wheels, but also .any play whatsoever in the brake rigging.Further, .'ftherewill be a relative movement of the two trucks Aof therailway vehicle towards each other; 'also a relative movement ofthe iaxles of the wheels of eachv truck either towards or from each otherdependingfupon the type 'of brake rigging, thereby permitting'theabsorption of a'greater amount by the adjusterk than would be possiblewith a normal or standing applica-'i f tion of the air brakes. Thus when.thebrakes are released, the shoes will not drop clear to their.predetermined travel, and dragging brake shoeswith the consequentdangers thereof will result. t

The above, being known to those art,-!has resulted in the adoption ofmanually actuated regulators to a large extent, in which the humanfactor or actuating power'is substantially constant, whereby `theexactexcess travel lbistaken up manually and predetermined 'pistontraveland uniform brake shoecle'arance results. The present invention,however, vis directed to a combined automatic andmanual brake regulatorparticularly designed to permit not only the; manualactuation by theinspector at predeteri mined intervals, but further to overcome` thehumany error of y. neglect. Thus, if an inspector fails to manuallyactuate the regulator at frequent intrvals, or if the brake shoes aresub- 1 jected to extreme wear and the brake shoe clearance becomesabnormal, then' the 'automaticil feature 'of the invention will takecare'of this abnormal orexcess travel to absorb. the dangerous.;abnormaltravel and e bring the apparatusf substantially within safe limitsoff'operation .at

skilled in this York, N. Y., assignor, to Royal Railway Im- N. Y., a`

this application June 10, 3. Renewed July 18, 1934 y all .times.Thereforafthe present invention,

should not be confusedwith such automatic de-` vices'asshown in my priorPatent, No. 1,618,783,

dated February 22, 1927*, for example.

A further object of the invention is to provide i a mechanism ofthe lastabove mentioned characterywhich may be easily and quickly `applied tobrake rigging now in general use without material alteration `oradditions, and which may be easily, Vquick1y,.and inexpensivelyinstalledand operated on railway cars.

. A- furtherobject of the invention is to provide a reliable andefficient manually actuated brakey regulator, together with `automaticfeatures.

which will permit easy and quick manual adjustmentgtoaccurately positionthe brake shoes Other objects will be inpart obvousfrom the z annexeddrawing and in part hereinafter indi-f tions in the braking applicationsoccur, that is,-iand piston travel, .as well as one which may be.`

a normal standing or running application :or anVV cated in connectiontherewith by the following analysis of rthis invention.v

This invention accordingly consists inthe fea- Y turesfof construction,combination of partsv and inv thel unique relation -of the members andin the relative prop'ortioning and disposition thereof,l all as morecompletely outlined herein.

To enable others skilled `in the art to fully comprehend the vunderlyingfeatures thereof that they may embody the same by the numerousfmodications in structure and relationcontemplated by this invention,drawing rdepicting a preferred form of the invention'has been an- `nexedas spart of `this disclosure, and in such 1 drawing, likecharactersoffreference denote corresponding parts throughout all of theviews, inwhichm.` M

Fig. =1 is a semi-diagrammatic elevational view. of a truck brakeArigging with the manual and automatic regulator applied thereto;

Fig.,2}is a' general diagrammatic plan and elevational view of theentire brake rigging 5to' whichthe form shown in`Fig.'1 may be applied.Fig. 3 is adetail View showing a modified form of holding means but inthe same type of regu- ,lator and brake rigging as shown in Figs. i1*

be understoodthat without material modification and` alteration, kthemechanism is equally applicable to the. cylinder levers of 'thefoundation brake gear .which have substantially the other duringVVbraking operation.`

Cates the truck bolster provided with theusual same relativemovementtowards and from each Referring now to the drawing in detail and moreparticularly to"-Fig.-1,-the numeral 11 indi- .60 y

spring plank 12 therebeneath, andatcpposite sides thereofl are supportedbrake beams 12 supporting live and dead truck brake levers 13 and 14respectively connected at their lower ends by- The upper end -ofthe`live a bottom rod 15. lever 13 is. provided with a pull rod 16 extendingrearwardly beyond the-.endI o the top of the live lever, thereby to actas a stop19 for preventing further relative movement of the pullI rod 16when the manually actuated regulator at the left is operated. This-formof stop -rneans is one of various devices whichlmayv be.,em...

ployed to limit the movement of the pullvrod 16,

thereby to prevent a disturbance of the-,angu-.-

larity of theremaininglevers of the car when the'lbrakes are manuallyactuated or regulated` as bythe system shown in Fig. 2.

The oppositeor dead lever. 14 is-provided at its upper end with aconnecting member such as a pull rod 17 which extendsthru a support orchannel member 18, securedfin any desired manner to the under side ofthe car body such as Vthe center sill 20. Theend of this rod 17 isprovidedv with an actuating or operating handle 21- whereby it is onlynecessary for the inspector to grasp this handle-21 and pulluthe-.sameforcibly'towards the left'-(Fig. 1) at `the end of thecar to insureabsolute predetermined vbrake shoeuclearance, as Well as to lrestore,desired standard piston travel.

Theregulator in -the present case .comprises or. includes a relativelymovable .housing 21 pro.A vided with one or moreholding devices .22co-.. operating with the pull rod. 17..- As. herein4 s shown, theseholding-devices. are in the .formof grip dogsnormallyiheld in cantedrelation by meansofa spring .23reactivelyengaging one side and theadjacent .endwall of the-.housing .Y

2l.v Thus,. this holding vdevice Willipermiti a free -relative movementof .the rodl'l inonedirectiom. but. will positively preventr a reverse4:movement:

This; typeof construction iscommon;. and well knownin `the art, and risbelieved torre? thereof.

quire no detailed explanation., It-` is jperhaps pref erablel over vthepawl and `ratchet. mechanism.`

or .shim typeof takefupalso,commoninthe art inwiew ,of its extremesimplicity and accuracy in. movement. However, a.,regulator using ,apawland ratchet mechanism` shown inrliig. 3is

described in the parentPatent.1,738,435; page 3, line .51: et seq. and,willfbe, hereinafter .described.

Mounted upon the same pull rod 17 and-wi-th-f,

inthe supporting member 18 is asecondhousing 24 :provided g with spring.pressed meansv 25gand spaced from the rstjhousingbya VAspiraLcom-vpression spring ,26; This second Vhousing, 24 Iis connected bymeansof abent-inend 29 ofrod l 2'7gprovidedy at4 its ,opposite .end with fan.veye.` or otherslip form of engagingdevice2e-with Ythe l pullrod 16, andadjacentthisveyez butspacedtherefromyis fan adjustably mounted stop 30.1

As shown in the present device, when thepull rcd,,handle21 is; actuatedtowards the left,

`thegnboth rhousings 21v and 24 'move relatively therewithuntil theyengage .inwardly project-- inglugs-,or stops 31v at, the end of thechannel member 18, that is, thespace .between the. stops 31V andthehousing A24 is a distance proportional,- orequalto total truckv.brake,shoeclearanca If there is,I any excess travel, whatsoever,y therod 1'? slips thru bothfhousingvZl; and ,24 .an ,amount proportional orequalto this .excesstraveLand the same is permanentlyr taken Jup.by..the..,ho1dingy In Fig. 2 ithere is illustrated fthe complete brakerigging system which notonly includes a truck brake rigging at each endof the car as shown in Fig. 1, but also the main foundation vbrake `gearincluding the air brake cylinder 40 with the customary accessories, apiston 41 and telescopic piston rod 42 therein, the cylinder levers 43,44 'being positioned at the opposite when either .regulator at eitherend otthecar is manually actuated.

Anydesired form. of. hand *brakey mechanism may be vconnected vwiththeotherv end -of'athe telescopic piston-rod 42, `thus permitting-aaman-vual application of ythe brakes.'

As herein shownya simple .form of. power.- am- .l

plif-ying. devicesuch as al lever -51, is .interposed betweenthebrakevstai 50 and the `piston pushI rod.42.

The pawl and` ratchettype ofregulator shown: in. Fig. 3 -issubstantially the sameiin. construc,-v tion and operation as thatabovedescribed, altho. the. regulating. movement is not. as. `accurateas-`wit'hfthe `for-m.shown-in1ig. 1 for thereason that it is necessary Vtotake .up the. entire .distance between.two-teethonthe ratchet, which4may be l anywhere .from -a half.. inch to a fullf inchlzin 1 nected. tothe upper end of one of thelevers 14.# l while .theother lever. 13.isconnectedbymeans' of ..top.. rod 16 and thence vto the.cylinder.fpiston..

in .the..usual manner.. An. adjusting -rodf27 lcoacts atoneend with'.`this top rod 16 and itseye 28 .is spaced from ithe kadjustable stop n30a apre-V between at. leasttwo teeth on the ratchet.

point l'70.l

The housing 18 ,is rigidly secured tofthev cen-.

tersillf 20 rin. the. samecmanner: as in Fig.- 1,

butthe .topirod 17ris provided with .aoratchet` Y surfaceGO adapted` tobeengaged by4 two pawls- 61. and; 62;' which f* are normally urged:upwardly .f into engagement with thevratchet surface by .f springs63'.; Bothare ,provided with ldepending, ,handles 64:.as .shown in;my,prior.. Patent 1,738,.

485, dated December 3, 1929, whereby they Imay be;V released from. theirengagement vwith the ratchetto permit a -fullrestoration ofthe ratchet.40 determined-distance in excess-of normal.bral\:ey shoe clearance, andalso in excessof ythedistance The opposite end hooksinto the member 6'74at the 'Y CII to initial normalposition. The housing k18; is,

provided with a rigid., front `wall Afifconstituting,

a xed stophaving an elongated openingfthrupl whichtheratchet rod ,17,passes, thereby, to pre-y vent acatching. of the ratchet teeth ateitherend.; The rear wa1l66 ,merely comprises two inf. wardlyextendinglugs vtoprevent a removal 0f;l the pawlhousings 67 `and act as a stop whenthe,`v` device isu being manually operated ,by ,.the

handle .215,4 4

Asfpreviously, stated, this` Vdeviceis. capable of f either Amanualooryautomatic operation, that is,-

a `pull onthe hand1e 21` in the above described manner twill cause-theratchetl rod` 60 to move. i relatively ,towards .the left-until thehousing 6'7. f, engages theiixed. stop 66, the vnormal .distance betweenthesemelements 66-67 being propor-v tional.,to, normal 4,brake.shoe,..clearance... If 'excess navet-exists,.theaspringG-fisrcompressed,

by reason of the relative movement of the hous ing 167, and thus onrelease of the regulating force it willfexpand and cause a relativemovement 'of the right hand `housing`69 alongy the 5. ratchet rod andthereby,A permanently take up and hold 'this excess travel. y

vIf y the device is actuated automaticallyv on rfailureiof the inspectorto operate the device manuallywith sufficient frequencyythen .the

stop' 30 and loop or eye 28 is slightly in excess of the compressibilitytof f the spring 26 and should be slightly under the distanceof three.ratchet teeth, thusrpreventing a completeftake -up of all of the excesstravel` asmight `other wisepccur-on emergency application. The device.is thereforemore inthe nature of a step by step automatic slack adjusteras distinguished from :the .wgrab all type, thus overcoming the dangersIand 'objections to automatics heretofore"devised,"aslabove explained.A'In operation', .itx isx only necessary" for the inspector/'tofgrasp-the lhandle 421 at one end of the car and forciblypu'll the sametowards him. This movement Willcause `the holding device .Within thesupporting' bracket 18 securedto the under sideofw the draft sillf20to'` first movea'distance proportional to or equal to the normal brakeshoe clearance. If, how- 'ever, any excess travel'-exists*over and abovethis clearance," then the holding rod 17 will slideI through both of thetake up devices 21, 24 whereby this excess travel 4is absorbed.

Of course, any desired form-of stop mechanism may be used to prevent.the disturbance of the angularity of the remaining levers, Vbutv forconvenience the endofH the pull rod 16 nearest the truck lbolster 11'is`elongated as at v'19 so as .tov abut ythe bolster whenV the regulator isactuated, but it may drop clear therefrom to the position shown in Fig.1 when the handle 21 is released.' The lever guide `brackets for thecylinder levers 43, 44 will of course perform `r`the same function ifthis close proximity of the Iend `ofthe. pull rod 16 to thebolster isfound undesirable, as might occurf on certain typesl of railway cars. fC

-It lwill'be noted at this point that thev adjustable stop 30 upon thispull rod 16 is located la distance from the eye 28 slightly in excess ofthe distance between'the end of the housing 24 `and the stop 31 ofthe'supporting bracket. The purpose ofi this variable 'and excess lostmotion will appear obvious'from the following explanation. l l v For4exam-ple, should the inspector neglect to actuate therodor regulatorwith reasonable frequency, then the excess travel gradually in"k creasesdue to wear and when lit reaches an Vamount equal to thedistance betweenthe adjustable stop 30 andthe eye-28 then'or thereafter 'at each"application of the brakes the stop30` will 'coast' with this eye 28 andmovev .the housing 24 thru action of the rod"2'1 a-dis`Y a 'compression'and tance` equaltov this further abnormalexcess travel. Such movement ofthe housing^24 causes Y.

of the spring 26, andrwhenthe brakes Iaren released, 'thisv spring willexpand 'ur'ge the housing r24 with its holding de-l 1 vice 25`relatively towards the left-*As the dogs 25, however,lhave abitingengagement with'the pull vrod-21.7, then this rod will be m'ovedalso relatively `towardsthe left a distance equal to the compression.`of the .spring 26. Such movev ment will thereby ,changer the relativeangular-iV ityk ofA theleversl and 14, thus' partiallyrrestor-i. s

clearance.v y

As stated inthe early part of this specifica-I tion, automatic slack-adjusters of the mechanical' type will not and cannot,` accuratelydetermine brake shoe clearance due to variations in the forces exerted onthe adjusterr by varyingL braking applications, but lby makingthelolst:

`'ing the brake shoes to proper predetermined.v

motion betweenthe adjustable stop 30 andthe s eye 28 in. excess of thenormal brakeshoe clear'- ance determined by the regulator, there will belittle or no danger of all of this slack being ab'- .z sorbed on anemergencybrake application. f It isI- believed that ar singleicombined`automatic A regulator..asL shown in Fig; 2 is suicientyandsf ,for thatYreason any? desired type of manual.

regulator may be lused at the other endV of the car as indicated aty52.V a

From the above, it will be brakes to determine accurately' the brakeshoe,`

clearance and piston travel; second, it will over-A vcome the humanelement of neglect, inasmuchas fy seen thatthe pres# o" ent inventionAcontemplates a structure which l `will, first, :permit themanualactuation of .the

abnormal excess travel. will be .automatically f taken careof,therebypreventing dangerousfexfcesstravel; third, 'the' abnormal travelprovided for by theY lostmotion device associated. with the f automaticfeature fof the invention provides an automatic regulator which will befree kfrom the dangers and .objections to automatic slack ad-A justersheretofore inuse. i

The invention is of simple and practical con y struction, rand/it may beinexpensively applied to railway cars now'inv use without materialalterz' ations Yor changes, and is` well adaptedto aci complish, amongothers, all of the objects andadvantages herein 'set forth. Withoutfurther analysis the foregoing will so fully reveal thegist of thisinvention that others;

can'` byy applying `current knowledge readily adapt it for `variousapplications without omit'- ting certain features that from thestandpoint of the priorart, fairly .constitute essentialcharacteristics` of the generic or specific aspectsv of 'this'invention, and therefore' such adaptations should andare intendedv to"be comprehendedY within-tlfemeaning' and range of equivalency' ofthefollowing claims.

lI claim:

1.f-In a-.railway brakey rigging, in combination,

live yand dead levers, a regulator therefor, a. j manually actuatedmeans for said regulator having a lost vmotion device associatedwithsaid le' vers, and-fangautomatically actuated means for the 'lostmotions of said devices being of unequal" length. i k 2.' vIn aV railwaybrake rigging, in combination,

'live andy Vdead levers, a regulator therefon; av manually actuatedmeans for said regulator 'havingv a lost motion device associatedwithfsaid saidregulator associated with said levers havf Ying/a lostmotiondevice associated therewith,

said .regulator `associated with; said levers :having manual?. means.

3.:j:,In' combination,. live land .dead levers,V a* regulator itherefor, a .'manual Aand [automatic regulating means rdirectlyassociated-with said leversfincludingpermanent take up and holdingdevices` and lo'st motionvdevices, the .length ofthe flost motiony ofone ,being greater than that ofz'l-tl'ieothers.A

4. In combinationflive and dead brake flevers,

aregulator ztherefor, a manual 'and automatic vregulating means directlyassociated. with said levers including. permanent take up and holding.

devicesand lost motion devices, the length of the lostizmotion` deviceYof the automatic regulating means:beingx: slightly greater .than thatof the manuallyv actuated regulating means.

5..-.In` combinationy with thetruck levers of a railway.I car, .ayregulator therefor a combined manual: and automatic regulating ymeans,the manual regulating means being provided witha predetermined'lo'stmotiondevice to insure proper;brake shoe clearance and connected withone leverefor. changingits position and the 'autotom'atic regulatingmeans. being .connectedwith the other lever to be actuatedf'onexcessmovement fthereof.:

6.=.Inv combination with the .1 live and vdead truck levers of a railwaycar, a regulator thereforsarcombined `manual 'and automatic regulating.rmeans, the manual. regulatingl means being provided with apredetermined lost*l motion devicel..to..insure'properbrakeshoerclearance and connected with the dead lever forchanging'v its positionv and. the automatici regulating meansbeingiconnectedwith the live lever yto be actuated on excess movementthereof...V

7. In. combination with the truck levers'. of a railway car, a.regulator therefor a combined manual and automatic .regulating means,rthe manual J regulating means being connected with one ylever forchanging itsk position and the automatic `regulating means beingconnected with the other. .lever to be actuated.' on` excess i movementthereof, both of said regulating means including lostmotion devices.

.8. In vcombination with the truck levers of 'a railwayv car, aregulator therefor a .combined manualfand. automatic.. regulating means,the manual regulating means being connected with one; lever. for.changing its position and the automatic. regulating .meanszzbeingconnected with .for-a combined manual and automatic regulat-.

ing, means,- the manual regulating means being connectedwith the deadlever for changing its position and the automatic regulating means beingconnected with the live leverto be actuated on excess movement thereof,both of said regulating means including lost motion devices, the lostmotion of the automatic regulating means being greater-than that of themarniallyA` la rod leading `to the truck brake. rigging connectedwithjthebuter end of said lever,a.regu..

actuated vregulating means.

icm 4Genital@'um with the live and dead..

truckflevers .of aarailway car, al regulator-therefor vat combinedmanual. .and automatic.-,regulat-A ingfmeans;v theimanual .regulatingmeans beingprovided with.' a'lpredetermined 4lost motion clevice toinsure Apropery `brake -shoe '-1 clearance and connected with thedeadleveror changing. its position vandi the. automatic. regulatingmeans beingconnected'with the live lever to-be actuated on excessmovement thereof,` and stop means rassociated withsaid brake riggingwherebyya.

manual actuation of the .regulator will not idis.f-- turb theangularity; of .the :remaininglevers of the rigging.

11. InV combination/:with the .live andf,deadrtruck levers of'za,railway car,Av a regulator `.there-V for a .combined manual andautomatic regu lating. means-. the .manual regulating means, being`connectedwith the; .dead lever .for changing. its l.positioniand the.:automatic 'regulating means v 1 being connected with the live lever .tobe..actu-.

ated*` 0112 excess movement thereof, both yof said 12. Incombinationwith:.the truck brakefrig-j ging. of. a. railway vehicle: includinglive't and deadalevers', a support on the car body; a 'plu-- rality:.oftake up and;holding .means associated with said support, a rrod.connected 4`with ithe.r dead lever adapted to'bezengage pbygsaidholdingr..

means, a second-rod connected withxand adapted tobemoved on excesstravel of the live .lever andmy connected with one ofsaid"holdingzdevicesfxto-s cause 'af :movement thereof along :said 'r'strod 3' onabnormal` excess-travel, said` first rod-.havingmanualjoperating ymeans andi a lost motion vmovement adaptedto linsureybrake shoe'f'clea'rg ance.

dead levers, a'support on the car body, a plurality of takeuprandholding.meansffassociatedg with i Vsaid support; ra rod fconnectedfwith; and

adapted :to be moved on excesstravel of thelive `lever"con nected.with:one 'of saidv holding devicesV to cause` a-movementthereof relativetoi:

said .support on'abnormal excess travel,l anda manuallyj actuatedregulator connected with .the s 50p dead lever, having a lost motion:device associated therewith.

14. In combination with the truck. brake rig-z` ging of "anrailwayvehicle 'including live andi dead levers, a'support onthe car body,aplurality of 4take .up and holding means associated with said support,a rod connected with` the dead:4 lever adapted to be engaged by saidholding means; a second: rod connectedfwith and adapted -to be movedonzexcess` travel of* the liver lever Yand connected with one of said'holding means to causea movement thereof :along fsaid :1

first rod on abnormaliexcess travel, a manually actuatedmemberf'connected with said-rst rod, .and having `a lost motion meansassociated therewith to insure brake shoe clearance and stop meansvassociated with the brake rigging adapted to prevent. a disturbance ofthe angularity of the remaining levers of the yrigging ywhen saidmanually actuated memberV is oper- ,glator `including both temporary andpermanent take. up and holding devices4 adapted to be actu- ,ated on,excess travel ofthe cylinder lever and .vftherod to `which said lever isconnected, said regulator including a xed stop on the car body adaptedto be engaged by onenof said devices, and a springy separatingsaiddevices and adapted '130. b compressedonfexcess travel to actuatether-other device when the brakes are released.

`V,rod leading vtothe truckv `brake rigging con-H nected with theouterend of saidlever, a` regu- 1 lator includingbotn temporary landpermanent.`

',regulatorincluding a fixed stop on the car body` d adapted to beengaged by oneof said devices,v

16.v ,Ingcombinatiom anair brake cylinder, a cylinder lever adapted tobe actuated thereby, a

take .up and holding devices adapted'to be actuated onexcess travel ofthe cylinder lever and said rod to which said lever is connected, saidand a spring separating said devices and adapted to be compressed onexcess travel to` actuate the-other devicewhen the brakes are released,

,"brrake digging, a rod directly connected with .Y said levernear oneend, and aflxed stop rigidly said ,temporary and ,permanent holdingdevices. l each including aspring actuatedmeans adapted to permitrelative movement in` one Vdirection only. l

1'7,..Incombination, a lever of the foundation connected vto the carybody, an automatic slack vadjuster ,for changing the relativepositionvof said lever' and rod with respect to the car body, thereby toeliminate` excess brake; travel including temporary and permanent `takeup; and

.holding devices, -each device comprising a spring,

A `actuated member coacting with the rod whereby said device is free tomove along` the rod in.y

,one` directionv only, a spring interposed between `said devices, said`spring being adapted to be compressed on excess travel of the lever by:,grnovement of one device alongsaid rod during y application ofthe'brakes whengsaid device engagesr'said stop andto ,expand` on releaseofthe ,'Lbrakes tomove the other of said devices along f, rigging of arailwayV vehiclegincluding an,` air-u` vbrake cylinder, cylinder leversand top rodcon- 50 .said rod permanently to take; up and hold the excesstravel.

n 18. In combination vvitlrthe foundation brake .sections adaptedl t beactuated thereby, means for vtaking up excess travel inthe foundationbrakenrigging and .associated with one `of said top rods and. actuatedthereby including tem-Y porary and permanent take up and holding de-Aadaptedto be engagedby one of said ltake up Jdevicea a -springinterposed between said devicesl adapted to bedcompressed on such excesstravel n therebvto actuate the other device and move the same relativelyalong the rod when the brakes are ,released, said temporary'andrperma- 1freely permit movementY of the rod :in the oppo` nent take up andholding devices each includga spring .actuated member vadapted toprevent movement of Athe rodin one direction but ,site direction, tandmeans whereby said take Yup devices may be actuated manually if and whendesired.

,o 19.l in @Qmbinatioriwitn the foundation brake 2 rigging of a railwaycar including an airbrake ,cylinden cylinder leversy and top rodconnections l associated with the truck ybrake rigging Vadapted' to, beactuatedthereby, means for taking up ,',eXQessftrai/el, thev foundationbrake ygear andV vices adapted to4 be actuatedon excess travel, a fixedstop mounted directly upon the car` frame` take up devices if and whenexcess travel ex-v ists, a spring interposed betweeny said devicesadapted to be compressed on such excess travel thereby to actuate theother holding device and move 4the same relatively along the rod ywhenVAthe' brakesare released to permanently absorb the` excessY travel.

20. In combination with the foundation brake rigging of a railway carincluding an airbrake cylinder, cylinder levers and top rod connections`adapted to Ybe actuated thereby, meansfor taking up excess travel inAthe rfoundation brake y gear and associated With one of said top rodsandactuated thereby lincluding temporary and permanent take up andholding devices adaptedy tobe actuatedon excess travel ofthe rigging, aiixed stopvmounted directly upon the c ar frame adapted to be engagedbyone of said takeA up devices if and when excess travelv exists, aspring interposed between said devicesadapted-to bey .compressed on suchy,excess travel thereby to actuate' the other devicevand move the samerelatively along the yrod When the .brakes are rel'iolding devices whendesired.'

n 21. In combination with the foundation brake rigging of arailvvayyehicle including an air- VYbrake cylinder, cylinder'` leversand top rod connections adapted to be actuated thereby, means for,takingup excess travel in the foundation brakel gear andconnected withone of said top rods and actuated thereby including temporary andpermanent take up and holdingr` devices Aadapted to be`v actuated onsuch excess travel of the rigging, a xed stop ymounted directly upon thecar frame adapted to be engaged by one of said take updevices, a springinterposed betweensaid holding devices adapted tobe compressed on suchexcess travel thereby to actu,

late the vother device and move the same relai tively along the rod whenthebrakes are released, said temporary and-permanent take up andfholding devices yeach r`'including a spring actuated vmemberadapted toprevent movementy of the rod in one direction but freely permit movementof the rod vin the opposite direction.

22. Incombination with the ioundationbrake rigging `of a .railway carincluding an airbrake cylinder, cylinder levers and'top rod connectionsadapted yto be actuated thereby, ineansffor taking up excess travel inthe foundation brake rigging adapted to bey actuated either manually orautomatically-and connected'with one of said top -rods to be actuatedthereby, said means including a ratchet and temporary and permanent takeupk and holding pawls adapted toA coact withY said ratchet and beactuated on excess travel of the rigging, a iixed member mounteddirectly on the car frame adaptedk to be engaged` by one of said paWldevices when excess travel exists, ya.dspring interposed between'saidpawls adapted 'to becompressed on suchexcess travel, therebyto actuatethe other pawl and move the same vrelatively withA respect totheratchet' whenv the brakesr are released, and spring means forholding thesaid paWls -in engagement with the ratchetv whereby a movement of therodin the opposite direction is positively ,prevented until the pawlsarereleased, and means wherebyA leaseddtopermanently absorb the excesstravel, and manually actuated means for releasing said -said-pawls maybe moved out-'of engagement with thel ratchet v rod when f desired.

23.Y In combination with the vfoundation brake rigging offarailwayvehicle including an airbrake cylinder and cylinder levers, toprod conv'nections adapted tobe actuated by -said cylinder leverandvmeans adapted to be actuated either manually or'automatically fortaking upexcess travel in the foundationrbrake rigging associated withsaid top rods,l said means including a'ratchet, two spring actuatedpawlsnormally heldin Hseparating said pawls, and `stop means adapted tofunction on excess `travel therebyto-cause aY engagement with saidratchet and capable Aof "free relative movement with respect 'to saidratchet in one direction only as well as relatively towards'andfromeach` other, springV means relative movement of one of'saidpawl'devices :along the ratchet rodto `compress the spring,

said spring on release of the brakes and'afterv compression adapted toexpand andcause a `corresponding movement of thel otherr pawlrelativefly along" said ratchet, Ytherebywpermanentlyl 'to takeup'and'hold the excesstravel.

V24.` Incombination with thefoundation brake yrigging of a railwayvehicle' including an vair- "brake' cylinder and-cylinder levers, toprodconlnections'adapted tobe actuated by'said cylinder lever andmeansadapted to be actuated either manually or automatically for takingupexcess travel in the foundation brake rigging associated with'said toprods, said means including aratch- -et on said rod, two springactuatedpawls normally held in engagement with said ratchetJ and capableof vfree relative movement with "respect to said ratchet in'onedirection onlyga spring `separatingsaid pawls,` and stop'means adaptedto function onY excess-'travel'to'cause arelative `movement of one ofsaidpawldevices'along the -ratchet to compress the-spring which,onrelease ofthe brakes, expandsand causes a correspondingmovementof theother pawl relatively along `said ratchet to `permanently'takeupY andhold the excess travel, and-means whereby saidpawls Air1ay-be-moved `outYof engagement with said ratchet-rod as lwhen restoring lthe ratchet to'its -original position.

25. In' combination with the foundation brake -rigging of -awrailwayvehicle-'including an airbrake cylinder, oppositely disposed cylinderkv'le- 'vers and top rod connections leading Vfrom said -cylinder leversto thetruck brake rigging,two *means associated-with each toprodconnection Vada-pted'to -beactuated either automatically or -manuallytherebyl to absorb and-ho1d Yexcess 4travel in the brake rigging, saidmeans each including a ratchet, two sets'of pawlsr coacting -With saidratchets, and stop means adapted to function on-excess travel of'the-top rods tov moveone of said pawls lalong its ratchet sur- Y face, aspring between said Vpawlsfadapted to be compressed when saidY pawl -ismoved thereby to move the other lpawl as the spring expands-on releaseofthe brakes.

26. In combination with thefoundationbra-ke rigging of alrailway'vehicle includingan airj brake cylinder, oppositely disposedcylinder levers and top rod connections vleading from'said cylinderlevers to the ytruck brakel rigging; regu- -lating means associated witheach-top rod -con- .nection adapted to be actuated either-automati-v lcally-or manually to absorb and ahold excess :travel 1in the -brakerigging, each regulating- 1 means -including a ratchet surface, twov-sets 'of pawlsv coacting -With Vveach of said `ratchet -sur-y Y saidfpawls into enga'gen-lent f with "the ratchet,'"'-

-other housing when-saidreg`ulating movement" onsaidrod isfreleased.V

faces, Iandy 4stop means"- adaptedto functionffon excess travel ofeither toprod tor'movefonewof said paWls-of its associated set along'the lratchet surface, a spring betweensaid pawlsadaptd-ito becompressed when said pawl-isvmoved 'thereby 5 `to move the other pawlasf -thelspring'fexpands on release' of -the brakes;I andmanu'allyactuated means for moving thepawls out of engagement with the.respective ratchetsurfaces `to'lperrnit theratchet surfaces to berestored-to1theiriii10 original relative'position. I

'27; In combination-withthe foundation brake rigging of arailway`Acar-*including'an airbrake cylinder, cylinder -leversand-toprodconnections adapted to be-actuated thereby,manuallyi-:orfl

automatically actuated vmeans for taking up excesstravel-of thefoundation'brake'riggingf-associated with one of-said top -rodsandadaptedto be actuated thereby 'if andi-when excessttravel 'movementofthe part With-whichit is-'direc'tly associated in one 1 direction "-but"freely-l permit `movement of the'saidpart-'in the oppositedirection.

l28. In combination withthe `foundation-br`arke"l%3 rigging of a4railway car -includingf'an' airbrake cylinder, cylinder leversandtoprodconnections adapted to be actuated -thereby, fmanually'f orautomatically actuated means for :taking up excess travel ofthefoundation-brake riggingf-a'sso-"AO ciated` with one of saidrtoprodsanda'daptdlfto vbe actuated' thereby if.: and when excess'travel exists,includingl temporary -and permanenti-take up and holding devices',a"'stop-fde'vice ladapted to functionl onr excess' travel ofthe toprodand-,l-l thereby to move one of said holdingdevices; a

- spring? interposed 'between' said-holding -device and the 'otherholding `device adapted to .beg-compressedon excess'v travel, thereby tovmovef'the other holding device on expanding lafter`tlie'50 brakes arereleased,-s aid -temporary and" permanent take up and holding 'devices'each including a `spring actuated member adapted to'iprevent movement off the part with ywhich it--is "directly associated in one V'directionlbutireelyJ permiti moverrient'of the said part inl the oppositedirection, and` manually actuating means for releasingfsaid holdingdevice-when itis desired tofrestore theparts to normalposition. I

29. 'In a foundation brake gear, aleVeLfa-topjfCO vrodattached at oneyend thereof, a"xed-*stop mountedon thefcar body,`a ratchetassociated iwith the top` rod, two pawls with housings therefor engagingsaid'ratchet, spring-means-urging a spring between theihousingsfonelof'sai'drpz'zwl housings adaptedeto engage withsaid-fixedstop during lthe Vy'regulating operation and Acauseg a compression of said springthereby to move-said 30. Incombination with the lever of\a"foundationbrake gear,v a top rodsecure'd to-=one =end tof-,saidlever havingaratch'et`- surface, afxed, lstop -mounted on 'the car-f bo'dyiftwospringfactu- '75 ated pawls cooperating with said ratchet and spacedapart relative to each other, a compression spring between said pawlsadapted vto be compressed when one of said housings engages said fixedstop during a regulating movement, thereby to expand and move the otherpawl when the regulating force is released.

31. In combination with the levery of a foundation brake gear, a top rodconnected with one end of said lever, two holding devices coacting withsaid rod adapted to permit movement of the rod in one direction andnormally to prevent movement thereof in the opposite direction, a

fixed stop on the car body adapted to be engaged by one ofsaid holdingdevices' during the regulating movement, a spring between said holdingdevices adapted to be compressed on excess travel, thereby to move theother holding device on release of the regulating movement permanentlyto take up and hold the excess travel, and a lost motion meansassociated with one of said parts whereby brake shoe clearance isinsured.

32. In combination with the lever of a foundation brake gear, a top rodconnected with one tion means associated with one of said parts wherebybrake shoe clearance is insured, and means for releasing said holdingdevices wherebythe rod may be returned to original full releaseposition.

33. In combination with the lever of a foundation brake gear, a top rodconnected with one end of said lever, two holding devices coacting withsaid rod adapted to permit movement of the rod in one direction andnormally to prevent movement thereof in the opposite direction, a fixedstop on the car body adapted to'be engaged by one of said holdingdevices vduring' the regulating. movement, a spring between said holdingdevices adapted to be compressed o-n excess travel, thereby to move theother holding device on release of the regulating movement'permanentlyto take up and hold the excess travel, and a lost motion meansassociated with one of said parts whereby brake shoe clearance isinsured, said lost motion device being greater than the compressibilityof the spring thereby to prevent a complete absorption of all excesstravel on emergency application.

34. In combination with the lever ofthe foundation brake gear, a top rodconnected to said lever, a fixed stop mounted upon the car body, twoholding devices associated with said top rod, one of which is adapted toengage said fixed` stop during the regulating operation, a lost motiondevice associatedwith one of said parts adapted normally to insure brakeshoe clearance, a spring interposed between said holding devices adaptedto be compressed on excess travel in excess of the lost motion deviceand to expand on release of the regulating movement to move the other ofsaid holding devices along said rod.

35. In combination with the lever of the foundation brake gear, a toprod connected to said lever, a fixed stop mounted upon the car body,

vice and to expand on release of the regulating movement to move theother of said holding devices along said rod, and'means for releasingsaid holding devices to permit a full'return of said top rod to originalnormal position.

36. In combination with the lever of the foundation brake gear, a toprod connected to said lever, a fixed stop mounted upon thecar body, twoholding devices associated with said top rod, one of which is' adaptedto'engage 'said iixed stop during the regulatingr operation, a lostmotion device associated with one of said parts adapted normally toinsure brake shoe clearance, a spring interposed between said holdingdevices adapted to be compressed on excess travel in excess of lthe lostmotion device and to expand onvrelease of the regulating movement tomove theother of said holding devices along said rod, saidholdingdevices comprising spring actuated pawls. v y

37. In combination with the lever of the foundation brake gear,` a toprod connected to said lever, a fixed stop mounted upon the car body, twoholding devices associated with said top rod, one of which is adapted toengage said iixed stop during the regulating operation, a lostmotiondevice associated with one of said parts adapted normally toinsure brake shoe clearance, a spring interposed between said holdingdevices adapted to be compressed on excess travel in excess of the lostmotion device and to expand on release of the regulating movement tomove the other of said holding devices along said rod, said holdingdevices comprising spring actuated pawls, and means for' combined manualand automatic regulating lost motion device of the automatic means beinggreater than` the lost motion device of the manual means, `and .meansassociated with one of the truck levers for maintaining this ratio ofdifference in lost motion devices, said means `comprising a stop deviceassociated with the dead truck lever.

WILLIAMvH. SAUVAGE.

